Control mechanism for automobile engines



Oct. 2,1934. I fG. HARTDoRN CONTROL .MECHANISM FOR AUTOMOBILE ENGINESFiled Dec. l5, 1935 2 Sheets-Sheet l ww .DN` 1.., www, mw, mvM,

N m M RT wf mm mgm@ W ..6 `A w ,k 0 YWJ Bh.)

Oct. 2, 1934. L. G. HARTDORN CONTROL MECHANISM FOR AUTOMOBILE ENGINESFiled Dec. 1 5, 1953 2 Sheets-Sheet 2 6*I 55 I 52 V 52 lJ/' .l /60 A "a,x/l 4 5'- '-"/,L=

i j' I y rifas `l /00 70 l0 fo@ 66 57 y l Ilm] x ,l v @simu 5: Luv-t1Patented @et7 2, i934? STTE P AT E Si? eoN'rnor. 'Mscnarcsin nonan'roivronmn DIES The present invention relates to the control of motordriven vehicles and more particularly to means combining certaincontrols which heretofore have been separately actuable, so as 'to 5simplify the operation of the vehicle.

Motor vehicles driven by internal combustion engines are commonlyprovided with a starter pedal for starting the engine, an acceleratorpedal for controlling thev fuel supplied to the engine, a y@ clutchpedal for disconnecting the engine from the transmission and a brakepedal for checking or stopping movement of the vehicle. However, theoperator has only two feet to operate all of these'pedals, hence, underconditions where more 31g than two pedals would have to be operated,auxiliary hand controls must be used. But the use of such hand controlsis bothersome and citen confusing.

An object of the present invention is to provide g@ a control systemwhich will dispense with 'the starter pedal, thereby reducing the numberof pedals that have to be operated, and also preventing accidentaloperation ofthe starter while the engine is running.

I am aware that a combined accelerator and starter control has beeninvented and is in commercial use. In this control operative connectionbetween the starter and the Vaccelerator exists only when the engine isstopped. As soon as the 3c engine is started connection between theaccelerator and the starter is broken by a suction device connected tothe intake manifold of the engine. One of the disadvantages of thissystem is that the suction produced by the engine varies conisiderablywith operating conditions and this results sometimes in permittingaccidental connection t'o'be established between the accelerator pedaland the starter so that the starter is actuated while the engine isrunning.

It is an object of my invention to provide a suction device ,to controlthe connection between the starter andthe accelerator, which connectiondevice is not aiected by variations of suction of the engine, the partsbeing automatically locked in disconnected relation until the engine isstopped.

Another object of the invention is to provide a combined control whichis primarily operated by the pedal of the engine clutch, such controlbeing'effective only when the engine is not running, to connect theclutch, starter and accelerator, so that by merely depressing the clutchpedal the engine will be started and at the same time the acceleratorwill be actuated to insure sufficient fuel supply for starting purposes.

A specific object of the invention isv to provide suction means forautomatically disconnecting the clutch, starter and accelerator afterthe en gine has been started, so that the clutch and accelerator may beindependently operated, and @a locking the connecting parts indisengaged posi-= tion until the engine stops.

Other objects and advantages of my invention will appear in thefollowing description of certain embodiments and thereafter the noveltyand @5 scope of the invention will be pointed out in the claims.

In the accompanying drawings;

Figure 1 is a top plan .View of my combined accelerator and startercontrol as applied to an 7@ automobile engine, the latter beingfragmentally shown;

Fig. 2 is a view in section taken on the line 2--2 of Fig. l;

Fig. 3 i s a view in section taken on the line 3 3 7@ of Fig. 1;

Fig. a is a view in longitudinal section and on an enlarged scale takenon the line 4-4 of Fig. l;

Fig. 5 is a view in side elevation and partly broken away, of a combinedclutch and starter g@ control;

Fig. 6 is a view in section taken substantially on the line 6-6 of Fig.5;

Fig. 'l is a vew in longitudinal section of the suction actuator used inthe structure shown in Figs. 5 and 6, the parts being in idle position;and

Fig. 8 is a similar View showing the partsin actuated postion.

In Figure 1, the reference numeral 10 is used to indicate an automobileengine provided with a 9@ carburetor 11 and throttle lever 12. A pushrod 13 extends'from this lever through the dash board 14 of theautomobile, as best shown in Fig. 2, and is connected to an acceleratorpedal 15. A starter for the motor is shown at 16 and is provided with 95an operating push rod 17. The latter'is suitably connected to an arm 18fixed on a shaft 19 which is journaled in suitable brackets 20 and 21secured to' the engine. A rearward extension 22 of the varm 18 carriesan adjustable stop 23 normally engaging the bracket 20.

An arm 24 is carried by the opposite end of the shaft and normally (whenthe engine is not running) this arm engages a recess 25 in the push 105rod 13. The arm 24, however, is hinged to the shaft 19 on a pin 26 thatis normal to the shaft 19, so that the arm' may be swung clear of therecess when the engine is running tov disconnect thefstarter from the'accelerator. To this end a 1m starter. Once the balls 4l have beenforced into suction device is provided for withdrawing the arm. t

As so far described the invention" corresponds to that referred to aboveas having previously been used. However, my invention is an improvementon such previously used control in the fact-that it employs a suctionactuator which is not aifected by variations of suction in the engineand which will lock the arm 24 in disconnected position as long as theengine is running.

My improved suction actuator is shown in detail in Fig. 4. It comprisesa casing 29 fixed in the bracket 20 and in which a piston operates. Thispiston, in the form illustrated, consists of a flexiblediaphragm 30which is normally pressed Atoward the right, as viewed in the iigure, bya spring 31. However, a tube 32 connects the left hand side of thecasing to the intake manifold or to any other part in which suction isdeveloped while the engine is running. 'Ihis suction draws the diaphragmtoward the left against the pressure of the spring 31. The diaphragm hasa stem 3,3 secured thereto. The stem has at its outer end, a head34'having limited play in a thimble 35 within a pair of telescopingsleeves 36 and 37. The outer one of these sleeves 36 forms an extensionof the casing 29, while the inner sleeve 37 is connected by a rod 38 tothe arm 24. Suitable means, such as a turn-buckle 39 are provided foradjusting the effective length of the rod 38, and a ball joint 39aprovides for oscillation of the arm 24 with respect to the rod 38.

A spring 40 normally urges the sleeve 37 outward, or toward the right,as viewed in Fig. 4. The sleeve 37 serves as a carrier for a set ofballs 41, being provided adjacent its inner end with openings in whichthe balls are loosely held, these balls being normally retained in theopenings between the outer sleeve 36 and the stem 33. When the diaphragm30 is drawn toward the left by suction, the inner end of the thimblestrikes the balls 41 and thereby draws the sleeve 37 inward against thepressure of spring 40. At the base of the sleeve extension 36 there isan enlargement or recess 42 into which the balls will spread as soon asthey have been drawn into registry therewith permitting a reducedportion 43 of the thimble to ride between them and the stem 33 and lockthe sleeves in telescoped position.

The operation of the device will now be explained. To start ther engineit is merely necessary to depress the accelerator pedal 15 and since thearm 24 is normally in engagement with the recess 25 the' shaft 19 willbe turned and the starter will therefore be operated. However, as

`soon as vthe engine starts it will produce suction in the line 32 andin the casing 29 back of the diaphragm 30 so that the latter will bedrawn inward against the pressure of spring 31. This will result indrawing the thimble 35 toward the left and `hence drawing the sleeve 37in the same direction. 'I'he arm 24 connected to the sleeve 27 will thusbe drawn out of engagement with the recess 25 and the accelerator pedalwill then be free to operate without further depression of the therecess 42 by the spreader portion 43 of the thimble the parts willremain in locked position despite variations of suction of the engine;for as the suction varies the head 34 of the stem 33 will merely moveidly within the thimble 35. However, when the suction is reducedpractically to zero the spring 31 will force the stem outwardly, farenough for the head 34 to engage the outer end of the thiinble 35,thereby withcess 25 into proper alinement, whereupon the arm `24 willimmediately snap into the recess, so as to be ready to operate thestarter upon depression of the accelerator pedal.

1n the constructions shown in Figs. 5 to 8 inclusive, the operation ofthe starter is controlled by actuation of the clutch pedal. ln Fig. 5the engine is indicated at 50 and the engine clutch at 51. The latter isoperated by a clutch pedal 52 which projects in the usual manner throughthe dash board 53 of the vehicle.

An accelerator pedal 54 engages a push rod 55 which is connected to acrank 56 xed to a shaft 57. The latter is suitably supported in brackets58 which may be attached to the dash board. The shaft 57 also carries acrank arm 59 which is connected by a rod 60 to the throttle 6l of theengine. j

Parallel to the shaft 57 and also suitably journaled in bearings 62secured to the dashboard, is a second shaft 63. This shaft has a crank64 fixed to one end thereof and the crank carries an adjusting screw 65which normally bears against the clutch pedal lever. Also secured to theshaft 63 is an arm 66 which is connected by spring 67 to the dashboard.This spring normally presses the adjusting screw 65 against the pedal52. A third arm 68 is xed to the shaft 63 and this is connected throughsuitable suction means, generally indicated at 69, to the operating pushrod 70 of the starter 7l of the engine.

lll@

The suction actuator 69 is similar in many respects to the suctionactuator shown in Fig. 4, but differs therefrom mainly in providingmeans for locking the parts in active and also in inactive position. Theactuator also includes means for preventing premature operation of theparts which might result from suction produced on turning the engineover, so that the starter will not be disconnected until after theengine is actually started and is operating on its own power.

As shown in Figs. 7 and 8, the suction actuator comprises a casing 75having a transverse iiexible diaphragm 76 and providing a workingchamber 75a at the right hand side of the diaphragm, as viewed in saidgures.- diaphragm toward the left tending to expand the working chamber.A valve controls communication between the working chamber 75a and theintake manifold of the engine. This valvel consists of a body 78 havinga bore 79 in comlll A spring 77 urges the munication with the workingchamber anda Y Communicating with the casing at the opposite side of thediaphragm are two telescoping sleeves 89 and 90, the outer sleeve 89constituting an extension of the casing and being formed with twoannular recesses 91 and 92 respectively, in which fio ` ator parts willbe in is contracted, as

balls 93 carried by the inner sleeve 90 may be seated. The diaphragm 76carries a stem 95 formed with a head at its outer end which has acertain amount of free play in a thimble 96. This thimble is providedwith two spreader steps 97 vand 98 separated by an intermediate groove99.

A spring 100 urges the inner sleeve 90 voutwardly so that it normallyoccupies the position shown in Fig. 7. This sleeve has a pin-and-slotconnection with the push rod '70 of the starter, the pin and slot beingindicated respectively by the reference numerals 102 and 103. Projectinglaterally from the sleeve 90 is an arm 105 (Fig. 6) which is hooked overthe arm 56. A screw 106 carried by arm 56 is adapted to engage thehooked end of the arm 105 and prlovide an adjustable one-way connectionbetween said arms.

The operation of the device is as follows: Assuming that the engine isnot running, the actuthe normal position shown in Fig. 7. In thisposition the sleeve 90 is fully extended and locked in such extendedposition by the balls 93 which are seated in the outer recess 91, beingheld there by the inner spreader surface 97 of the thimble 96. Since theactuator is in fully extended position the pin 102 will be located atthe right hand end of the slot 103. Whenthe clutch pedal 52 is depressedit will turn the shaft 63 by reason of its engagement with the arm 64,and when said shaft is turned the plunger 80 will move inward againstthe pressure of spring 84, closing the suction port 82. Thereafterfurther movement of the shaft 63 will cause the suction actuator to movebodily outward or toward the left, as viewed in Fig. '1, depressing thepush rod '70 and thereby causing the starter 71 to t'urn the engineover. However, because the suction port 82 is closed such suction as mayresult from turning over engine will not aiect the suction actuator. Atthe same time that the starter is operated by advance of the suctionactuator as a whole, the arm 105 will pull the arm 56 forward andthereby actuate thethrottle 61 to supply sufficient fuel for startingthe engine. As soon as the engine starts the operator releases theclutch pedal 52 and the plunger 80, being returned by the spring 84,uncovers the suction port 82. As a result, suction of the engine willdraw the diaphragm '76 toward the right, as viewed in Fig. 8, and in sodoing the thimble 96 will be withdrawn, permitting the bals 93 to dropinto the groove 99. Thereuponcontinued movement of the thimble will drawthe sleeve inward until the balls 93 come into register with the innerrecess 92. and in this recess they will be seated bythe outer spreadersurface 98. Thus, the suction actuator as a whole shown in Fig. 8, andis locked in such contracted position. When the actuatoris thuscontracted the arm 105 is withdrawn from the arm 56 so that theaccelerator is released. Because of -the pin-and-slot connection102--103, subsequent action of the clutch pedal will not affect thestarter as long as the engine is running. As the engine operates andsuction produced thereby varies under different operating conditions,the head of the stem 95 willpperate idly within the thimble 96. However,when the suction ceases by stopping of the4 engine, the spring 77 causesthe head lof said stem to strike the outer end of the thimble 96,withdrawing the spreader surface 98 and permitting the balls to dropinto the groove 99 clear of the recess 92. I The spring 100 then forcesthe sleeve 90 outwardly to the position shown in Fig. 7, in whichposition it is again locked by seating of the balls 93 in the outerrecess 91. The actuator is now expanded and ready to operate the starterupon the next depression of the clutch pedal.

Adjustments 65 and 106 are provided so as to insure proper setting ofthe parts to obtain the desired operative relation. f The screw 106, forinstance, provides for adjusting the parts to the desired throttlesetting on starting the engine. In hot weather for instance it may notbe desirable to operate the throttle when starting the engine. In suchcase the screw 106 may be withdrawn sumciently to prevent actuation ofthe throttle when the starter is operated.

It will be observed that I have provided a connection between the clutchpedal and the starter which connection is shortened while the engine isrunning so that it is no longer eiective to operate the starter, saidconnection being extended as soon as the engine stops, so that upon thenext operation of the clutch pedal the starter will be actuated.

While I have described two embodiments of my invention I wish it to beunderstood that these are to be taken as illustrative and not limitativeand that I reserve the right to make various changes in form,construction and arrangement of parts without departing from the spiritand scope of my invention as pointed out in the following claims.

I claim:

l. In combination with an engine and a starter therefor, a pedal, anormally operative connection between the pedal and the starter, meansrecondition of the engine for rendering such connection inoperative, alock controlled by said means for maintaining the connection ininoperative condition, and means for restoring the connection tooperative condition as soon as the engine stops.

2. In combination with an engine and a starter therefor, a pedal, anormally operative connection between the pedal and the starter, andmeans actuated by suction of the engine for rendering such connectioninoperative, said means including a locking device for maintaining theconnection in such inoperative condition while the engine is running.

3. The combination with an engine and a starter therefor, of a pedal, anormally operative connection between the pedal and the starter, meansresponsive to suction of the engine for rendering such connectioninoperative, a lock controlled by said means for maintaining theconnection in inoperative condition, and means for restoring theconnection to operative condition as soon as the engine stops.

4. In combination with an engine and a starter element therefor, a pedalelement, a connector attached to one of the elements and adapted toengage the other element whereby the starter may be actuated bydepression of said pedal, means responsive to a running condition of theengine for disengaging the connector from said other element, a lockcontrolled by said means for maintaining the `connector in disengagedcondition while the engine is running, and means for restoring theconnector to engaging condition when the engine stops running.

5. In combination with an engine and a starter therefor, a pedal, aconnector attached to the starter and adapted to engage the pedalwhereby the starter may be actuated by a depression of said pedal, meansresponsive to a running condition of the engine for disengaging theconnector from the pedal, a lock controlled by said means formaintaining the connector in disengaged condition while the engine isrunning, and means for restoring the connector to engaging conditionwhen the engine stops running.

6. In combination with an engine and a starter therefor, a pedal, aconnector attached to the starter and adapted to engage the pedalwhereby the starter may be actuated by depression of said pedal, meansresponsive to suction of the engine for disengaging the connection fromthe pedal, a lock controlled by said means for maintaining the connectorin disengaged condition while the engine is running, and means forrestoring the connector to engaging condition when the engine stopsrunning.

7. In combination an engine, a starter therefor, a pedal, an expansibleconnector adapted in expanded condition to operatively connect the pedaland starter, spring means normally urging the connector to expandedcondition, means responsive to a running condition of the engine forcontracting the connector and thereby operatively disconnecting thepedal from the starter, and a lock controlled by the latter means formaintaining the connector in contracted condition as long as the engineis running.

8. In combination an engine, a starter therefor, a pedal, an expansibleconnector adapted in expanded condition to operatively connect the pedaland starter, spring means holding the oonneetor normally in expandedcondition, means actuated by suction of the engine for contracting theconnector and thereby operatively disconnecting the pedal from thestarter, and a lock controlled by the suction means for maintaining theconnector in contracted condition as long as the engine is running.

9. In combination an engine, a starter therefor, a pedal, an expansibleconnector adapted in expanded condition to operatively connect the pedaland starter a spring urging the connector to expanded condition, meansactuated by suction of the engine for contracting the connector andthereby operatively disconnecting the pedal from the starter, and a lockcontrolled by the suction means for maintaining the connector incontracted condition as long as the engine is running and formaintaining the connector in expanded condition When the engine is notrunning.

10. In combination with an internal combustion engine, a startertherefor, a fuel controller for the engine, a normally operativeconnection between the controller and the starter, means actuated bysuction of the engine for rendering such connection inoperative, and alock controlled by said means for maintaining the connection in suchinoperative'condition as long as the engine is running.

11. In combination with an internal combustion engine, a throttletherefor, a pedal depressible to operate the throttle, a starter for theengine, a normally operative connection between the pedal and thestarter whereby depression of the pedal will actuate the starter as wellas the throttle, means actuated by suction of the engine for renderingsuch connection inoperative, and means controlled by the suction meansfor locking the connection in inoperative condition as long as theengine is running.

12. In combination with an internal combustion engine, a clutchtherefor, a pedal for operating the clutch, a starter for the engine, anormally operative connection between the pedal and the starter wherebydepression of the pedaliwill aotuate the starter while disconnecting theclutch, means actuated by suction of the engine for rendering suchconnection inoperative, and a locking device controlled by said meansfor maintaining the connection in inoperative condition regardless ofvariations of suction as long as the engine is running.

13. In combination an engine, a clutch therefor, a pedal for operatingthe clutch, a. starter for the engine, an expansible connector adaptedin expanded condition to operatively connect the pedal and the starter,spring means urging the connector to expanded condition, meansresponsive to a running condition of the engine for contracting theconnector and thereby operatively disconnecting the pedal from thestarter, and a lock controlled by the latter means for maintaining theconnector in contracted condition as long as the engine is running.

14. In combination an engine, a clutch therefor, a pedal for operatingthe clutch,`a starter for the engine, an expansible connector adapted inexpanded condition to operatively connect the pedal and the starter,spring means urging the connector to expanded condition, means actuatedby suction of the engine for contracting the connector and therebyoperatively disconnecting the pedal from the starter, and a lockcontrolled by the latter means for maintaining the connector incontracted condition as long as the engine is running,

15. In combination an engine, a clutch therefor, a pedal for operatingthe clutch, a starter for the engine, an expansible connector adapted inexpanded condition to operatively connect the pedal and the starter,spring means urging the connector to expanded condition, means actuatedby suction of the engine for contracting the connector and therebyoperatively disconnecting the pedal from the starter, and a lockcontrolled by the suction actuated means for maintaining the connectorin contracted condition as long as the engine is running and formaintaining the connector in expanded condition while the engine is notrunning.

16. In combination an internal combustion engine, a fuel controllertherefor, a starter for the engine, a clutch for the engine, a pedaldepressible to operate the clutch, means operatively connectving thepedal and the starter whereby depression of the pedal will actuate thestarter, said means being also connected to the fuel controller toactuate the same when the starter is actuated, means actuated by suctionof the engine for rendering the connection between the starter and thepedal and between the starter and the controller inoperative, and meansfor locking the connector in such inoperative condition as long as theengine is running.

17. The combination with an internal combustion engine having a throttleand a clutch, of a starter for the engine, a pedal for operating theclutch, a connection normally operatively connecting said starter withthe throttle and the peda1 whereby depression of the pedal will open thethrottle and start the engine, means actuated by suction of the enginefor rendering such'connection inoperative, said means including alocking device operating to maintain the connection in such inoperativecondition as long as the engine is runmng.

18. The combination with an engine and a starter therefor, of a pedal, anormally operative connection between the pedal and the starter,

means actuated by suction of the engine for rendering such connectioninoperative, means actuated by depression of the pedal initially todisconnect the suction means fromsuction and thereafter to start theengine whereby said connection will not be rendered inoperative untilafter the pedal is released, and a locking device controlled by thesuction means for maintaining the connection in such inoperativecondition as long as the engine is running.

19. In combination an engine, a starter therefor, a pedal, an expansibleconnector adapted only when in expanded condition to operatively connectthe pedal and the starter, means urging the connector to expandedcondition, means actuated by suction of the engine for contracting theconnector, a valve actuable by depression of the pedal to disconnect thesuction means from suction of the engine when said connector is expandedbut adapted to reestablish such connection With the suction means whenthe pedal is released, and a lock for holding the contractor incontracted condition as long as the vengine is running.

20. A pneumatic actuator, comprising a casing, a piston reciprocabletherein, said piston being operable in one direction by pneumaticpressure, a spring normally urging the piston in opposite direction, areciprocable member movable to one position by the piston, a secondspring urging said member to an opposed position, and locking meanscontrolled by the piston for locking said member in each of saidpositions, said locking means including a lost motion connection withthe piston, whereby the latter may move freely between predeterminedlimits without unlocking said member.

LOUIS G. HARTDORN.

